Engine



July 2, 1935. T. VINCENT ET AL 2,006,972

ENGINE Filed Jan. 5, 1954 /A il 0 l INVENTORS. 'azz/ardfzzcefz BY v y J/SNEY.

Pressq?? 2 Tuul? F 77,6590? Zope v h ffsure alle the single sleeve valve type in which the sleeve valve is given a combined oscillating and reciproeating motion relative to the cylinder and sleeve axes. It will be obvious that the principlesof our invention may be readily incorporated in engines Y' the cylinder head structure adjacent to the split il and to that side of the split in the direction other than that of the type illustrated, and the broad principles of our invention may be adoptedfor the purpose of sealing the joint between any two relatively rotary movable Aengine elements. In the following specification and claims it Will be understood that reference to the rotary motion of the engine elements or sleeve valve means, will dene a sleeve valve of the type which rotates continuously or periodically inA one direction as well as the combined movement type asillustrat ed.

In the drawing, I0 designates an engine block having-a cylinder II and suitable Waterj jackets |21 associated therewith. A cylinder head I3V is secured to the cylinder blockrby means of bolts or other fastening devices I4 and provides a re-entrant head portion I5 of suitable construction whereby to -provide a sleeve pocket. I6 adapted for receiving the outer end of the sleeve valve means. A piston I'I is arranged for operation Withinrthe sleeve valve means, and is concentrically arranged with respect to said sleeve valve means substantially in the same mannery as is the re-entrant portion ofV the cylinder head. It will be observed that the cylinder head and piston define a combustion chamber I8, each of these engine elements providing` one oi the bounding-walls ofthe combustion chamber. AAs more particularly illustrated in Figs,1, 2 and 4, it will be noted that a sealing ring' I9- isl supported within the re-entrant cylinderhead por,- tion, while in Fig. 3 the sealing rings Illa.,A are shown Vas being incorporated in the piston of said engine. Y ,e

Referring more lparticularly to Figs. 2 and 4 it will be noted that the drawing here illustrates aV Vsealing ring I S supported by the cylinder head for yielding engagement with the inner wall of the sleeve'valve means, this sealing ring being preferably split as at 2D; a portion of said sealing ring adjacent the split being secured or otherwise locked to the engine Aelement which supports the same by means of a key orV other fastening device 2l. Y l .e

The rotary motion of the sleeve, as indicated 'by arrow 22 in Fig. 4, acts upon the ring, I9'if same is locked, in the normal manner, in. such' a way as to tend to similarly move' the sealing ring I 9, this movement having a tendency to .i unwrap the sealing ring from the engineelement supporting the same, this unwrapping tendency resulting in the production of a selfy energized braking eiect of the ring` With respect to the sleeve valve means.

In order to prevent the sleeve motion frominducing the self energizing braking effect of 'the ring for the sleeve, it is our purpose to so lock or, otherwise` secure the ring to there-entrant portion of the cylinder head so as to lock .the ring against such rotary movement, this securing means consisting of a keyv or other suitable fastening means 2| which securelyanchors the ring to the engine elementassociated therewith. It will be noticedthat the motion of the sleeve is thus of 4such a character as to induce the ring towwrapitself around the engine element more tightly, and thus, it will be noted that the bindingtendency of the ring with the sleeve is substantially eliminated or prevented.

AlInFig. 4 We have noted the direction of the rotary motion of the sleeve valve means A by means of arrow 22. The key or other suitable as'teningmeans 2| is supported by the engine element, in this particular illustration the key being supported by the re-entrant portion I5 of of rotary motion of the sleeve to secure the de- 'sired Wrapping tendency instead of the aforesaid 'unwrapping tendency of the ring With respect to the inner engineelement by Which said ring is supported.

In Figs. 5 and-6 We'have respectively illustrated two positions of a sealing ring of modified construction, particularly illustrating a securing means of modied construction for the ring. Referring more particularly to Figs. 5 and 6, it Will be noted that the sealing ring 29a. is split asuatr29b and the inner portion of said ring is recessed as at 29e adjacent to each end of the split sealing ring. Suitable pins or other fastening devices 2Ia and 2lb are carried by the cylinderl head portion I5 and project` into the recesses 29e, It Will be noted that these recesses 2SC are elongated and it will be further noted that the ring is induced to move circumferentiallyof the cylinder head until the pin 2Ia, is engagedv by the end of the elongated recess 29e, the ring being thus secured to prevent the tendencyof 'samer being expanded or unwrapped ,withV respect to the engine element that supports the same, and thus there is no self energizingbraking effect of the ring for the sleeve as the sleeve motion tends to wrap the ring about the cylinder head portion I5. In Fig. 6 it will benoted that the direction of the sleeve travel is directly opposite to that illustrated in Fig. 5, the cooperating action of the pins and recesses being substantially reversed from that shown'in Fig. 5, and thus it will be noted that all self` energizing braking effect is eliminated irrespective ofv the direction of the rotary motion of said sleeve valve means.

Instead of securing both ends of the split sealing ring to the supporting engine element, we have` discovered that the effect of the sleeve on the sealingring is negligible during certain portions ofthe engine cycle, but is very important during other `portions of the engine cycle. To be more specific, it will be observed that when the pressurel of the fluid in the combustion chamber is relatively high, the sealing rings are pressed against the sleeve valve means with a greater pressure due to the building up of pressure inthe sealing ring grooves and thus the rotary motion of the sleeve on a ring, which is fixed against relative rotation with respect to its support, has more effect when the ring is pressed tightly, against the sleeveY for increasing the tendency of the ring to unwrap itself from the supporting engine element. At other times during the engine cycle when the pressure Within the combustion chamber is at a minimum, the outward pressure exerted on the sealing ring is negligible and the intensity of the frictional contact between the ring and sleeve is not as great, lubrication of the sleeve and ring being more readily had, thus further facilitating slipping of` the ring or rings with respect to the sleeve valve means.

Referring to Figs. 7 and 8, it will be noted that the relative timing of the crank and sleeve isdiagramrnatically illustrated respectively with an engine of the two stroke cycle type and four strokecycle type.

' dicated as representingA the z zone, this being that part of the engine cycle In the two stroke Vcycley engine,`the sleeve valve is actuated at crankshaft speed, the sleeve having a complete cycle for'every revolution of the crankshaft.A As customary with `engines of the aforesaid type, the sleeve is preferably advanced slightly with respect to the crank. The curve B" (Fig. 7) represents the path of travel of any point on the sleeve, while the circle C represents crank travel. It will be noted that the point 3|) on the sleeve curve B is here represented at .top dead center (T. D. C.) of the sleeve travel. The corresponding position of the piston Ais represented bythe point 30a and it will be noted that the crank or piston has not reachedttop dead center (T. D. C.) The amount of the advance or theretardation of the sleeve with respect tothe crank does .not materially affect the principles. of .the invention, the engine being illustrated with this particular timing since this is the usual practice withv engines o f this type. Referring to the Acrank timing diagram C it will be 'noted' that exhaust opens at the point; designated E. O.,- scavenge begins at the point designated I. 0.', 'exhaust closes at the point designated E.`C., and

scavenge ends at the point designated'I. C.l Combustion begins at the point indicated by referencecharacter F. Compression begins atpoint I. C. and, of course, continues to the point F, and following the ignition of the charge, at point F, the pressure in the combustion chamber immediately increases very rapidlyY and then falls v off as the piston travels inwardly of the engine cylinder.. A segment of the curve C has been in- High pressure in which the pressure of the gases in the com# bustion chamber is relatively high. Correspond--Y ing reference characters are applied to thecurve B designating the exhaust andintake opening and closing as well as point F which represents the sleeve position on ignition of the charge inthe combustion chamber, thus F` may refer to 'theVV beginning of combustion. y v

It will be notedithat the sleeve travel is such, that during that portion of the engine cycle in which the pressure in the combustion chamber is relatively high and designated in the figures by the notation High pressurezone the sleeve is moving with a rctarymotionv in a direction as indicated bythe, arrow 3|. When thesleeve is moving with a rotary motion intheopposite direction as indicated Vby arrow 3Ia. due to the oscillatory motion of the sleeve travel, it will be noted that the pressure in the combustion chamber is negligible'as the intake is opened and the charge is-being introduced into the engine rcylin der, the' gas pressure within the cylinder being then approximately atmospheric.`

In Figs. 5 and 6, it will zbe noted thatN means are provided for selectively holding both ends of the sealing ring, one pinV ZIaengaging the end of the recess 29c-as shown vin Fig. 5 when' the direction of sleeve travel is as indicated bythe arrow 25, while in Fig. 6, it will beV noted that the direction of sleeve travel is reversed asY shown by arrow 25a and thus the other pin 2li,` is brought into operation. The arrangement shown in Figs. Band 6 is such as to prevent the self energizing braking eifect of the ring with respect to the sleeve for both directions of sleeve travel. When the sleeve is moving withl a rotary motion as indicated by arrow 3Ia, and the pressure in the engine cylinder is substantially atmospheric, it has been found that the self energizing braking effect induced by the sleeve motion is negligible sincey the sealing ringl is'notforced into a tight contact with the sleeve valve means and thus, providing that proper, lubrication is had,l there seems to be no great tendency toward inducing a. self-energizing: braking. effect of the ring for the sleeve valve meansv resulting from `sleeve motion in `this direction, and therefore, it has been found possible to eliminate one of the ring securing means vas illustrated more clearly Vin Fig. 4. In Fig.` 4 `it will be noted that only one end of the sealing ring is secured to the engine element by which it is supported--the arrange- `ment as shown beingv such that the motion. of

the sleeve in the direction aswindicated by arrow 22, which corresponds to arrow 3l, tends to in. duce a wrapping tendency of the ring instead of an, unwrapping tendency with respect to the engine element by whichit is supported, thereby preventing the buildingup of the self energizing brakingeffect whichwould cause the ring to bind tightly with the sleeve Vvalve means and interfere with the eicient operation of the engine. In Fig.. 8 the timing of ,the crank and sleev valve is diagramatically .illustrated for a Afour stroke cycleengine in which the sleeve valve means- Vis Yoperated at half crankshaft speed..

In this figure it will be noted that the point lill!` represents apoint on the sleeve when the'sleeve isat top deadcenter (T. D. C.). ning of combustion takesplace at F and the sleeve is` moved through an angle of approxi-f mately of sleeve travel vduring the power stroke, exhaust'opens as `designated by E. O., intake opensas designated by I. O., then exhaust closes as indicated by E. C., while the intake closes asv indicated by I. C. Compressiontakes place between I. C., andl', and it will be noted that we have indicated in Fig. 8 a zone of Vhigh pressure which begins in the latter portion of the compression stroke and yends substantially midway of the power stroke. Thefarrow 4I indicates the direction of sleeve travel during the time the gases in the `combustion chamber are subjectedv to this relatively high pressure while the arrow vMa indicates the sleeve motionin the opposite direction, and it will be noted that this opposite sleeve` motion takes place when the pressure in the cylinder is substantiallyatmosthe end 'ofthe exhaust stroke and during the lbeginning of the intake stroke.

Y Referring to the crank diagram for the four stroke cycle engine as illustratedin Fig. 8it will be noted that the crank is revolved through two revolutions forone revolution of the sleeve. F. indicates the beginningof combustion correspending to the same reference character as applied to the sleeve travel diagram. E. O., I. O.,v E. C. and I. C., respectively indicate kexhaust opening, intake opening, Y exhaust closingA and intake closing, which events correspond with the Ysimilar Areference characters as applied to the sleeve travel diagram. It will 'be noticed that the power stroke comprises substantially of thecrank travel, the exhaust then opening while the piston is travelling outwardly of the cylinder and the exhaust cycle extends prei-.

erably for a period greater than 180 of lcrankshaft travel, the intake being opened prionto the closing of the exhaust and remaining open for a time after the closing of the exhaustsuffii The beginthat when the piston is at top dead centerl` (T. D C.) at the end of the compression stroke, and beginning of powerstroke, that the pressure in the combustion chamber is relatively high as.

indicated by the arc designated as High pressure zone. At this time the sleeve is moving with a rotary motion in a direction as indicated by arrow 4I. .Following the power stroke and exhaust stroke, it will be noted that'the piston.

is again at topdead center (T. D. C.) and ther sleeve is traveling witha rotary `motion in the opposite direction as indicated by arrow 4ta,

but it will be observed that at this time the.

pressure in the combustion chamber: is .approximately atmospheric becauseit occurs near the end of the exhaust and beginningfof the intake,-

. ring' as induced by the rotary4 motion of the sleeve in this direction since such tendency is negligible.

, In Fig. 3 it will be noted that Vthe present in# vention is also embodied in a piston particularly adapted for operation in a sleeve valve engine, the piston having a reciprocating motion within the sleeve valve and the sealing rings carried` by the piston are thus subjected to the influence of the oscillating or rotary travel-of the sleeve valve, this rotary motion of the sleeve tending to also induce a self-energizing Abraking eifect of the sealing rings carried by the piston with respect to the sleeve valve means in a manner similar to the operation of the sealing ring carried by the cylinder head. Due to the reciprocating motion of the piston, it has been observed that there is less tendency of the sealing rings carried bythe piston to bind with the sleeve valve than is the case withthe sealing'rings carried by the cylinder head which is held stationary.' The present inventionv is however, advantageously employed in vconnection with sealing rrings carried by a piston, a cylinder head or other engine part. In'the construction shown in Fig. 3, it will be noted lthat a; pair of lkeys and 50a are employed for locking the sealing rings |90, to the piston. It will be noted-that the key 50 locks the first and third sealing-rings to the piston, while key 5nd locks the? second Y and fourth sealing rings to the piston, 'this construction conforming in general with the usual practice of assembling sealing rings so that the splits in said sealing rings do not line up with each other.

It will be observed that the principles of' the present invention will materially improve engine performance since the construction as shown in the illustrated embodiment of our invention will provide one in which adequate lubrication of the sleeve is had, a close nt between the operating parts of the engine being permissible without the danger of the sealing rings binding with the sleeve valve.

It will be apparent to those skilled in theart to which our invention :pertains that various modications and changes maybe made therein without departing from the spirit of our invention or from the scope of theappended claims.

What We claim as our invention is: 1. In a device. ci. the'characte'r describeda acca-97.2

pair .of engine elements having relative rotary motion during engine operation, a split sealing ring between saidVl elements and yieldingly engaging one of said elements, and means securing saidring: to said other element to anchor same whereby the relative rotary motion of said elements tends to decrease the Vpressure of the yielding engagement of said ring with said rst element.

2. In a device of the character described, a pair of `engine elements having relative rotary motion during engine operation, a split sealing ring between said elements and yieldingly engaging one of said elements, and means securing said ringto said otherelement whereby to anchor same, and prevent the unwrapping effect of said ring with said latter element.

3. Inra device of the character described, a pair of engine elements having relative rotary motion during engine operation, a split sealing ring'between said elements and yieldingly engaging one of said elements, and means securing said ring portion adjacent the split to said other element whereby to anchor same and prevent the'self-energizing braking eect of said ring for Asaid rst element.

v4. In a device of the character described, a pair o'fI concentric substantially engaging engine elements having relative rotary motion during engine operation, a lsplit sealing ring supported by said inner engine element and yieldingly engaging said 'outer engine element, and means s'ecuring said ring to said inner engine element to anchor same whereby the relative rotary movement of said elements tend to decrease the pressure of the yielding engagement of said ring with said outer engine element.

5. In a device of the character described, a pair of concentric substantially Yengaging engine elements having relative rotary motion during engine operation, a split sealing ring supported Aby said inner engine element and yieldingly engaging said outer engine element, and fastening means attaching one end of said ring adjacent to the `split to said inner element whereby to anchorrone end of the ring and permit relative movement of the other end of said ring with respect tol said inner element, said fastening means being positioned to that side of the split in the direction of the movement of said outer element relative to the inner element whereby toinduce a wrapping of the ring about the inner element under the iniiuence of the relative rotary motion of said elements.

6. In a device of the character described, a pair of concentric substantially engaging engine elements having relative rotary motion during engine operation, a split sealing ring supported by said inner element and yieldingly engaging said Vouter element, means for locking one end only ofsaid ring to the inner element, said locking means being positioned to that side of the split in the direction of the movement of said outer element relative to the inner element, whereby to induce a wrapping of the ring about the inner element under the iniiuence of the relative rotary motion of said elements.

7. In an internal combustion engine of the sleevevalve type, a cylinder, sleeve valve means operable in said cylinder, an engine element cooperating with vsaid sleeve valve means and deining one of the boundary walls of a combustion chamber, said sleeve valve means having a relative rotary motion with respect to said element,a sealing ring supported by said element and yieldingly engaging said sleeve valve means to seal against the escape of iiuid from the combustion chamber, and means securing the ring to said engine element to anchor same and whereby the relative rotary motion of the valve means with said element tends to decrease the pressure of the yielding engagement of said ring with said sleeve valve means.

8. In an internal combustion engine of the sleeve valve type, a cylinder, sleeve valve means operable in said cylinder, an engine element cofr operating with said sleeve valve means and denning one of the boundary walls of a combustion chamber, said sleeve valve means having a relative rotary motion with respect to said element, a split sealing ring and means securing the ring to said element against relative rotary motion therewith, said ring yieldingly engaging said sleeve valve means to seal against the escape of fluid from the combustion chamber, said sleeve motion acting on said ring during that portion of the engine cycle in which relatively high pressures are present in the combustion chamber to induce an unwrapping effect of said ring with the sleeve valve means, the means securing said ring to the engine element acting to prevent a self-energizing braking effect of the ring for said sleeve valve means.

9. In an internal combustion engine of the sleeve valve type, a cylinder, sleeve valve means of the combined oscillating and reciprocating type operable in said cylinder, an engine element cooperating with said sleeve valve means and defining one of the boundary wallsof a combustion chamber, a split sealing ring, and means securing the ring to said element against relative rotary motion therewith, said ring yieldingly engaging said sleeve valve means to seal against the escape of fluid from the combustion chamber, said oscillatory sleeve motion acting on said ring during that portion of the engine cycle vin which relatively high pressures are present in the combustion chamber to induce an unwrapping effect of said ring with the sleeve Valve means,` the means securing said ring to the en`- gine element acting to prevent a self-energizing braking effect of the ring for said sleeve valve means.

10. In an internal combustion engine of the sleeve valve type, a cylinder, sleeve valve means of the combined oscillating and reciprocating type operable in said cylinder, an engine element cooperating with said sleeve valve means and defining one of the boundary walls of a combustion chamber, a splitsealingring, and means,

securing said ring to said element against relative rotary motion therewith, said ring yieldingly engaging said sleeve valve means to seal against the escape of fluid from the combustiony a self-energizing braking effect of the ring forv said sleeve valve means.

11. In an internal combustion engine of the sleeve valve type, a cylinder, sleeve valve means of the combined oscillating and reciprocating typeoperable in said cylinder, an engine element cooperating with said sleeve valve means and defining one of the boundary walls of a combustion chamber, a split sealing ring supported by said element and yieldingly engaging said sleeve valve means to seal against the escape -of fluid from the combustion chamber, said oscillatory sleeve motion acting on said ring during vthat portion of the engine cycle in which relatively high pressures are present in the combustion chamber tending to induce said ring to expand as a result of the self-energizing braking effect beginning in one end portion of said ring, and fastening means securing the latter Yend portion of the ring to said element whereby to prevent said induced self-energizing braking eifect. v

12. In an internal combustion engine of th sleeve valve type, a cylinder, sleeve valve means of the combined oscillating and reciprocating type operable in said cylinder, a cylinder head cooperating with said sleeve valve means for closing the outer open end of the cylinder andA defining the outerboundary walls of a combustion chamber, a split sealing ring supported by said cylinder head and yieldingly engaging said sleeve valve means to `seal against the escape of fluid from Athe combustion chamber, said oscillatory sleeve motion acting on said ring when fixed to the cylinder head against relative rotary motion therewith during that portion of the engine cycle` in which relatively high pressures are present in the combustion chamber to induce az means to seal against the escape of fluid from` the combustion chamber, said oscillatory sleeve motion actingl on said ring when fixed to the cylinder head 'against relative rotary motion therewith during that portion of the engine cycle in which relatively high pressures are present in the combustion chamberto induce a self-energizing braking effect of said ring with the sleeve valve means, and means securing said ring to the piston to prevent said induced self-energizing braking effect.

14. In an engine assembly of the character described, a split sealing ring for inner `and outer concentric substantially engaging engine elements having a relative rotary motion, said ring being supported by said inner element and yieldingly engaging said other element, the

relative movement of said elements having a` tendency to unwrap said ring from the inner ele.- ment and bind againstl said outer element with a self-energizing braking effect when the ring is xed against relative rotation with said inner element, and means for securingy said ring to said inner element to prevent the said induced unwrapping tendency. e

EDWARD T. VINCENT.

. JOHN R. MCVEIGH. 

